Exhaust header



Sept- 21, 1954 K. F. FRoEHLlcH 2,689,451

EXHAUST HEADER Filed Aug. 23, 1949 Patented Sept. 21, 1954 TENT 'OFFICE EXHAUST HEADER Kurt F. Frochlich, Milwaukee, Wis., assignor to Nordberg Manufacturing Co., Milwaukee, Wis., a corporation of Wisconsin Application August 23, 1949, Serial No. 111,849

1 Claim. l

My invention relates to an improvement in exhaust headers and has for one purpose to provide a watercooled exhaust header structure.

Another purpose is to provide a header with separate ducts. A

Another purpose is to provide a header structure with straight ducts.

Another purpose is to provide a header structure readily adaptable to engines having different ring orders.

Another purpose is to provide a Smooth and continuous passage for exhaust gases.

Other purposes will appear from time to time in the course of the specication and claim.

I illustrate the invention more or less diagrammatically in the accompanying drawing wherein:

Figure 1 is a longitudinal axial section;

Figure 2 is a 'section on the lines 2--2 of Figure l;

`Figure 3 is a section on the lines 3--3 of Figure 1;

Figure 4 is a section on the lines 4 4 of Figure '1;

Figure 5 is a section on the lines 5-5 of Figure 1; and

Figure 6 is an` end view in direction Y of Figure 2.

Like parts are indicated by like symbols throughout the specication and drawing.

Referring to the drawing, it will be understood that the structure indicates an exhaust header for use with a six cylinder in-line four-cycle Diesel engine. The location of the cylinder is illustrated in Figure 1 by Roman numerals I to VI inclusive.

Numeral I indicates an inner tube of the header structure and 2 an outer tube, the space between, 3, being usable as a water Vspace for Water-cooling the header. No Water connections are shown, since the details of the cooling circulation do not of themselves form part of the present invention.

Numeral 4 generally indicates a plate or ange with openings as shown in Figure 6 which lead to the atmosphere or may be connected to an exhaust turbine. The opposite end is closed by a blind flange 5. There are six nozzles 6 on the side of the exhaust header to which the engine cylinders are connected.

In considering the general functions and details of the header, I nd it desirableto provide, Within the above-described Water-jacketed outer casing or tube I, a plurality of runs or ducts which are, so far as possible, straight-sided. If

We assume the exhausts to be 360 apart, for the engine described, three ducts are necessary,` two cylinders being connected together to each single duct. The Structure thus provided may be employed in connection with an exhaust turbine, although advantages also accrue when the engine is directly exhausted to the atmosphere, inasmuch as there is no interference from exhaust impulses entering a common header at a time when scavenging might be taking place. The header may be used for both two and four-cycle engines and in the case of four-cycle engines, it is generally to be applied Where a Bchi supercharger is employed.

The Bchi system requires separa-ting certain sets of cylinders. In the structure herein shown, the discharge end surrounded by the flange 4 Will have a plurality of independent outlets, all ending at the discharge ilange or ring 4 of the header. The outlets shown in Figure 6 are oniy approximately in the samelocation `as the turbine inlets provided for on the standard Biichi turbine. The matching of the openings in the exhaust can be obtained by modifying the last portion of the ducts in the exhaust header, by modifying the turbine inlet or by providing a distance piece., which is usually provided for anyway to take care of heat expansion. Y

In my system it also follows that if smooth, continuous passages are to be provided from the exhaust ilange of the cylinder head of the engine through a suitable duct in the header, there will result certain dead or unused portions of the header which will remain idle and completely surrounded by metal walls. Sudden changes in the area of the ducts are detrimental to the flow of gas therethrough, which is the reason for creating such dead spaces, rather than leaving openings to encourage pressure losses.

Referring to Figure 1 it will be understood that cylinders I and VI are connected to a common duct space indicated at A. Cylinders III and IV are interconnected and cylinders II and V are interconnected.

The underlying scheme rcan best be pictured by assuming the exhaust header to be made of three longitudinal plates extending uninterruptedly from end to end of the header, these plates being, for example, the bottom plate I0 of Figures 3 and 5, the top plate I I of Figures 3 and 4 and the side plate I 2 of Figures 4 and 5. These plates may be solidly welded to the interior of the tube or pipe I, which forms the header.

Wherever necessary, a hole is formed or burned through the outer pipe I in the proper location and ducts I 5, I 5a, I6, I6a and I'I, I'Ia are inserted,

each such duct being separately flanged, as at I8, for proper securing in relation to the exhaust of one of the engine cylinders.

To give proper access for the individual cylinders, gaps may be formed in the above-described longitudinal plate structure. The gaps may be in the side plate l2, as shown at l2al in Figure 3, or may be in the bottom plate as shown at ma in Figure 4, or may be in the top plate as shown at Ilain Figure 5. The six-cylinder structure shown, therefore, Will have three main ducts extending longitudinally and in parallelism along the header structure. These Will face the duct A which receives the ducts I5 and lia from the cylinders I and VI respectively. The main duct B receives the ducts I6 and Ia from the cylinders II and V. The third main duct C receives the ducts I1 and Ila from the cylinders III and IV. The result is that at the discharge end of the header there are four openings of which three are useful and one is dead. The opening of dead duct D is covered by plate 4 as shown in Figure 6.

It will be clear from the above that no internal change in the Welded structure is necessary to accommodate any firing order that may be desirable in the engine. Although I have described and shown a typical arrangement, any combination of cylinders may be chosen Without any change in the basic structure of the header, de pending upon Where the openings are made in the longitudinal plates I0, ll and l2. This advantage is not found in any other 4header known to me and is obtained by sacrificing some dead space in the area of the header. I illustrate such dead space area, for example, at various Vpoints at X in Figure 2.

It Will be realized that, whereas, I have described and illustrated a practical and operative device, nevertheless many changes may be made in the size, shape, number and disposition of parts Without departing from the spirit of my invention. Especially, the invention is not limited to number of cylinders of the engine nor to the number of ducts in the exhaust header. I therefore Wish my description and drawing to be taken as in a broad sense illustrative or diagrammatic, rather than as limiting me to my specic disclosure herein.

The use and operation of my invention are as follows:

I have illustrated my invention as applied to an engine having the ring order of '1, 4, 2, 6, 3, 5. My header is shown as applied to a six-cylinder in-line engine, the cylinders being indicated I to VI. vide, basically, a distributing duct generally in- In considering my duct structure, I pro- An exhaust manifold for use with and adapted' for connection to a multicylinder engine including a generally elongated housing adapted to extend longitudinally along an engine when mounted thereon, a plurality of rectilinear passages spaced about and extending longitudinally Within the housing of the manifold, one oi the longitudinal passages being a distributor passage and the others being exhaust passages, the exhaust passages being formed and adapted to convey the exhaust gases from the engine cylinders, the distributor and exhaust passages being dened by a plurality of generally longitudinally extending interior Walls, each Wall being commonto one exhaust passage and to the dis`n tributor passage, the distributor passage being disposed adjacent the exterior of the housing and having an outwardly disposed wall uncommon to any of the exhaust passages, and a plurality of exhaust ducts adapted for connection to individual cylinders in the engine and extending through the housing at the uncommon outwardly disposed wall into the distributor passage, at least tvvo of the exhaust ducts being assigned to each of the exhaust passages in housing and passing through the Wall common to the distributor passage and their assigned exhaust passage, the interior Walls of the exhaust passages being generally uninterrupted except at the exhaust duct opening, whereby the longitudinal flow of the exhaust gases in each oi the exhaust passages is not interrupted by the exhaust ducts.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date A2,390,913 Barrett Dec. ll, 1945 2,423,574 Barrett July 8, 1947 2,423,602 Magdeburger July 8, 1947 2,455,493 Jacobs Dec. 7, 1948 FOREIGN PATENTS Number Country Date Y 392,852 Great Britain May 25, 1933 

